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2007 Mazda Speed 6 - Power Pages

Official Fuel Of Power Pages

Brendan Moran
Sep 1, 2009

* Dynamometer Model:
Mustang AWD-500
* Testing And Installation:
Custom Performance Engineering

Impp_0909_01_z+2007_mazda_speed6+front_view Photo 1/14   |   2007 Mazda Speed 6 - Power Pages

Although the Mazdaspeed6 shares the same 2.3L MZR power plant with the Speed3, its AWD puts that power to the pavement without the wheel-hop and torque steer of its FWD brother. Coupling Mazda's Active Torque-Split All-Wheel Drive with a turbo I4--producing 274 hp--puts it on par with previous generation STIs and EVOs. Its subtle exterior styling and up-market interior were a harbinger of things to come, reflecting a direction both Subaru and Mitsubishi took with their current flagships. It is a capable platform, worthy of standing alongside its more popular counterparts.

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Only produced from '05 to '07, the Speed6's aftermarket offerings are limited, along with qualified shops that have the knowledge and experience needed to safely tune its notoriously temperamental ECU. Engineering downfalls include a plastic bypass valve that barely holds the factory boost, and motor mounts that are notoriously weak. Another nuance was that the turbo doesn't seal completely at idle, leading to small amounts of oil entering the exhaust system and making for some spectacular smoke effects.

The Speed6's direct-injected engine is gifted with ample power in the low-mid range, but falls short after 5,200 rpm. This may be great for a short traffic-light rumble, but to compete with the big boys it needs some high-revving muscle. Modifying the Speed6 can be challenging thanks to the powerful but cryptic ECU programming.

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Gains of 30 hp and 46 lb-ft of torque were not surprising, given the awkwardness of the factory air box. Still, large credit must be given to AEM's engineering team as both fitment and performance are near perfect. The increased power was immediately apparent behind the wheel, with no idle or ECU stumbling issues, making the intake one of the best bang-for-the-buck products for the Speed6.

Although fitment issues are nonexistent, the configuration of the engine bay makes it difficult to properly place and secure the inlet pipe.

Intake, filter, silicone hoses, hose clamps, nuts & bolts, license plate frame, stickers

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10mm socket, ratchet and extension, flat- and Phillips-head screwdrivers, pliers

Installation Time
45 minutes

The use of a lift tremendously expedited our installation. Once under the chassis we removed the plastic panel from behind the driver-side wheel well, giving easy access to areas that would have been problematic working from above.

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Shell V-Power
Helping Keep Your Engine "Gunk"-Free
Shell V-Power helps your engine function at its best to deliver the performance you want.

Using lower quality premium grade gasolines can allow carbon deposits and other "gunk" to build-up on intake valves and fuel injectors. This gunk can cause less efficient mixing of air and fuel, which can result in incomplete combustion. Translation? Lower performance. Not only does Shell V-Power prevent build-up, tests prove that Shell V-Power can remove gunk left behind by lower quality gasolines, keeping your motor running its best.

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Today's engines are evolving and one technology at the forefront is direct fuel injection. With this system, the fuel injector is located directly inside the combustion chamber, subjecting the injector to intense heat and pressure. These conditions can result in a breakdown of cleaning agents in today's conventional additive formulations. New Nitrogen Enriched Shell V-Power, however, is designed to maintain thermal stability under extremely hot engine temperatures such as those found in most direct-injection vehicles.

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With five times the amount of cleaning agents required by federal government standards, Shell V-Power cleans up engine gunk even faster than regular Shell gasoline, helping your engine maintain optimum performance both on the dyno, and off.

For more information about Shell V-Power, please visit

Impp_0909_11_z+2007_mazda_speed6+exhaust_shot Photo 8/14   |   2007 Mazda Speed 6 - Power Pages

The mandrel-bent, 100% stainless construction, and clean welds speak to the high-quality construction of this product. A pleasing deep and robust tone (sans any drone at highway speeds) that manages to keep the decibels just slightly above factory levels was a definite plus for legality.

Tips are round, yet the exhaust ports in the rear valence are oval. Despite this minor oversight, cosmetically, it looks fantastic. Tone may be too understated for those looking for a more aggressive sound.

Impp_0909_12_z+2007_mazda_speed6+dyno_chart_three Photo 9/14   |   2007 Mazda Speed 6 - Power Pages

Dual mufflers with attached rear section piping, T-pipe, front pipe assembly, band clamps, and hardware

14mm wrench, socket, ratchet and extension, hanger tool, PB Blaster, WD-40

Installation Time
90 minutes

Proper installation takes quite a bit of finessing, and copious amounts of WD-40 to perfectly center the tips in the rear valence ports. However, this step is critical as contact between the metal and plastic will cause avoidable damage to the bumper.

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The provided software allows for easy D.I.Y. tuning, in-depth data logging and on-the-fly map swapping, using a PC or toggle switches. The standback controller uses high-resolution 30x30 tables and stand-alone-like control over certain parameters. With simple installation and removal, using a plug-and-play harness also offers an optional integrated water/methanol controller. Manufacturer calibrated maps are available for CP-E bolt-ons.

Its D.I.Y. tuning is a feature that may prove dangerous for owners who believe they are "semi-pro" tuners, being this is relatively new to this market, and local tuners may not be familiar all its features. However, the software interface and tools should be easy for any professional tuner to utilize.

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Engine Controller, software, harnesses, firewire

Laptop, software, qualified CP-E tuner

ECU Time
30 minutes

Once this unit was installed and calibrated, this engine's true potential began to materialize. Not only did the Standback improve and smooth low-end response, we were also able to finally extract usable power from the top end. If you're wondering what exactly a "Standback" is, think of it as a stand-alone/piggyback hybrid. Unlike a piggyback, this doesn't simply modify signals from the factory ECU. Instead, like a stand-alone it directly controls boost, spark and fuel delivery functions, while allowing the stock ECU to retain control over other parameters, eliminating some of the pitfalls of a piggyback and cost of traditional stand-alone devices.

  HP Level +HP TQ Level +TQ
BASELINE 168.0   194.0  
AEM COLD AIR INTAKE 195.0 27.0 234.0 40.0
MAGNAFLOW EXHAUST 202.0 7.0 241.0 7.0
CP-E ENGINE CONTROLLER 214.0 12.0 254.0 13.0
FINAL 214.0 46.0 254.0 60.0

With this type of build, gains of 46 hp and 36 lb-ft of torque alone would give cause for celebration. However, beyond just peak numbers you'll see a substantial increase in power output throughout the entire powerband. This isn't just paper performance either, it now pulls much harder and with confidence it previously lacked. Given the relatively low cost per hp gained and exceptional improvement in real world performance, we've transformed this mannerly sedan into a true sleeper. EVOs beware.

MSRP TOTAL $1,726.97


Rancho Santa Margarita, CA 92688
By Brendan Moran
1 Articles



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